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(No Model.)

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No. 293.608. l Patented Feb.- -12', 1884. y

HmlllullH H w.` y Il nu l UNITED STATES PATENT OFFICE.

k THOMAS L. WILSON, or PORT Horn, ONTARIO, ASSIGNOR or ONE-HALF TO AUSTIN D. CABLE, OFMONTHEAL, CANADA.

.- f -RAlLwAY-CAR.

SPECIFICATION forming part of Letters Patent No. 293,608, dated February 12, 1884.

Application filed January 2, 1884. (No model.) l

To all whom, t may concern;

Beit known that I, THOMAS LAvERIoK WIL- SON, of the town of Port Hope, in the county of Durham, in the Province of Ontario, Canada, master car-builder, have invented certain new and useful Improvements in Railroad- Cars; and I do hereby declare that thefollowing is a full, clear, and exact description of the same.A

The object of the invention is to devise a simple, cheap, and eective contrivance for preventing vthe truck of a car slewing more than is necessary for curving, which contrivance performs the additional serv-ice of a holdfast to prevent the body of the car leaving the truck in the event of derailment. A

Figure 1 is .a side view, showing a truck provided with myimproved safety-truck lock, a portion of the side of the car being` broken away to show the device. Fig. 2 is a bottom view, showing a portion of the truck and longitudinal timbers of the bottom framing of the car, and showing the position ofthe locking device. Fig. 3 is a detail. showing the form of the bracket used for locking the longitudinal timber of the car to the transom of the truck. Fig. 4 is a detail showing the bracket for locking the truck side timbers to the bodybolster of the car.

On the 15th of May, 1883, I obtained Letters Patent of the United States No. 277,819, in which I describe a device designed'to accomplish, in a measure, the advantages secured by my present invention. In that device I show a series of brackets bolted to the longitudinal timbers of the car, and to a boiler-plate extending acrossthe car between the outer transomv and timbers of the truck. On this boilerplate are also bolted two or more brackets designed to extend below the transom' of the truck. This device was expensive in construc-v tion, and was notas effective as the invention vention should be strongly braced, so as` to resistthe severe strain caused by the truck striking against them in the event of derailment. It is essential that they should belocated at the proper points to produce the desired effect, and that they shall be light in form and cheap in construction, to enable their v general adoption.

Aare the intermediate longitudinal timbers of the body Vof the car.

B isthe body-bolster of the car, bolted in position in the ordinary manner.

C is an angle-bracket bolted to the bottom of the intermediate longitudinal timber, A. It will be noticed that the angle-bracket C is boltedone to each of the intermediate longitudinal timbers, A, and that one of the arms of each bracket extends downwardly to a point behind the truck-transom D, and that on the lower end of this downwardly-projecting.arm a,ilange or lip, d, is formed, so as to project below the bottom of the truck-transom D. It will further be noticed that a small space is left between the downwardly-projecting arm of the angle-bracket C and the back of the truck-transom D, and that a corresponding space is left between the ilange d, which projects below the bottom of the said transom. These spaces are calculated so as to leave sufficient play for the ordinary curving of the car, and for the motion of the carrying-springs.

A diagonal brace, E, extending from a point lwill not in any way interfere with the curving of the trucks; but in the event of derailment, instead" of the truck slewing toward a right angle to the track, it will come in contact with either one or the other of the angle-brackets C before it has had an opportunity of slewing IOO suiiciently to carry the car away from the track. Should the truck leave the right-hand side of the track, it will immediately come in contact with the angle-brackets C fastened to the intermediate longitudinal timber located at the right-hand side of the ear. When striking this timber, the truck will naturally be thrown in the opposite direction, imparting to it an inclination to keep parallel with the rail, the Wheels coming in contact simultaneously with the same tie, not being` permitted to slew sufficiently so that the wheel on one side of the truck shall be in a space ahead of the wheel on the other side. Consequently a truck provided with my improved safety-truck lock cannot leave the track sufficiently to ditch the car, and as the ilange d projects below the bottom of the truck-transom D, it is impossible for the body of a car provided with my angle-brackets to jump from the truck. order to still further secure the end of my invention, I provide an additional safety-lock Iformed by similarly-shaped angle-brackets C bolted to the top side oi' the truck side timbers. These brackets are provided with flanges d, similar to those formed on the end of the brackets bolted tothe intermediate longitudinal timbers, A. rllhese ilanges are designed to projectabove the body-bolster B of the car, and are intended to accomplish the same end as the ilanges d formed on the brackets attached to the intermediate longitudinal timbers of the ycar-namely, to prevent the body of the car jumping from the truck. It

will further be noticed that the brackets C bolted to the side timbers, F, of the truck are located outside of the body-bolster B, so that the truck may be withdrawn from the car without detaehing the brackets. The brackets @which are bolted to the side timbers, F, are provided with similar diagonal braces, E, for the purpose of strengthening the said angle-brackets.

Vhen my improved truck-lock is applied to an engine-truck instead of bolting the brackets C to the intermediate timbers, Which would be impossible in an engine, I bolt them to the bed-plate of the cylinder or the engine-frame, the iianged end (l of each bracket projecting below the iron frame of the engine-truck, which answers the same end as the transom of a truck, the cylinder-bed casting answering the same purpose as the intermediate timbers, the position ofthe brackets being the same relative distance from the wheels as though they were bolted to the intermediate timbers.

What I claim as my invention is- 1. The combination, with the intermediate longitudinal timbers, A, of'anglebrackets C, one arm of each being bolted to its respective intermediate timber, A, while the other arm extends downwardly behind the truck-transom D, and is provided with a ilange, d, to project below the, bottom of the said transom, and a diagonal brace, E.

2. The eombiuatio11,\vith the side timbers, F, of a truck, ot' angle-brackets C, bolted to the top side of the said timbers F, as specified, provided with a iange, d, to project over the body-bolster B of the car, andwith a brace, E, substantially as and for the purpose specified.

Toronto, December 15, 1883.

- THOS. L. \VILSON. In presence of- CHARLES C. BALDWIN, F. BARNARD FETHERsroNHAUoH. 

